Railway electric signal and safety apparatus.



No. 698,|43. Pa tented Apr. 22, 1902.

W. H. SAUVAGE. "RAILWAY ELECTRIC, SIGNAL AND SAFETY APPARATUS.

(Application filed Oct. 12, 1900. I

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(No Model.)

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No. 698,l43. Patented Apr. 22, I902."

- w. H. SAUVAGE.

RAILWAY ELECTRIC SIGNAL AND SAFETY APPARATUS.

(Application filed on. 1'2, 1900.

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THE NORRIS PETERS w, PHOTO-LITHO. WASMINGYON. 04 c,

" are applied.

I .ing drawings, in which is illustrated an em- I bodiment thereof;

I proved signal an'dsafety apparatus.

UNITED STATES PATENT OFF CE. 1

WILLIAM H. SAUVAGE, OF DENVER, COLORADO, ASSIGNOR OF ONE-HALF TO ABSALOMV. TABOR, OF CREEDE, COLORADO.

RAILWAY ELECTRIC SIGINAL AND SAFETY APPARATUS.

SPECIFICATION forming part of Letters latent No. 698,143, clated April22, 1902.

Application filed October 12, 1 900. Serial No. 32,882. (No model.)

To atZZ whom it mag concern.- I

I Be it known that I,W1LLIAM H. SAUVAGE, a citizen of the United StatesofAmerica residing at Denver, in'the county of Arapahoe and State ofColorado, have invented certain new and useful Improvements in RailwayElectric Signal and' Safety Apparatus; and I-do declare-the following tobe a full,v clear, and exact description of the invention, such as willenable others skilled in theart to which it appertains to make and usethe same, refer-- ence being had to the accompanying drawings, and tothe figures of reference marked thereon, which form a partjof thisspecification.

adapted for use in connection with air-brake ically tapped and thebrakes'applied. Provision is also made for automatically closing thethrottle-valve at the same time the brakes The invention will now bedescribed in detail, reference being made .to the accompany- In thedrawings,

Fig. 2 is a plan view of my block system for closing I the circuit whentwo locomotives have approached within predeterminedlimits. Fig.

3 is an end view of a depending trolley at tached to the locomotive andengaging the conductors intermediatethe track-rails. In; this view theparts are shown on an enlarged scale. Fig. 4 shows the trolley and itssup'-' porting bar or shaft ona smaller scale. Fig.

' 5 is an enlarged detail view of a box for sup- I track-rails, betweenwhich is located a double porting either end of the trolley-shaft. Fig.

6 illustrates the mechanism on the locomo- I .tive shown on alarger'scale. 45

Fig. 7 illus trates a portion of the mechanism on the 10- comotive shownon a scale still further enlarged. I Thesame reference charactersindicate the same parts in all the views.

Let the numeral 5' designate the ordinary My invention relatestoimprovements in. railway electric signal and saftey apparatus.

I Figural is a side elevation of a locomotive equipped with my im--equally from the ends of the coil.

sectional conductor composed of parts 6 and 6'of'any desired length.AThe parts 6 and 6 are arranged alongside of and" insulated from eachotherr They are so arranged that thebreaks' or spaces between theextremities ofone set of parts (6, or 6 are located oppo site-points.midway between the extremities of the other set of parts. These parts 6and 6 are attached to plates 7, mounted onthe ties 8, and are insulatedfrom the ground and thetrack-rails. Thisdoublesectional conductor,composed of the parts 6 and 6*, as aforesaid; forms" a track-midwaybetween the rails for a depending trolley 9,,composed of a roller 9journaled in a frame 9?. :This trol ley is suspended froma shaftl O,whose eX- tremities-engage boxes 12',m ounted on the I ed, whereby it isarranged to/swing slightly a wire'22 leads too'ne pole23of a battery orThe normal position of the bar 30'is farther to the left (see Fig. 6)than the position of I the bar when the magnet is energized, 'since theenergized magnet will cause its core to assume acentral position in thecoil, whereby f the extremities of the core will protrude The bar;

engine-frame. 'Thet'rolley is loosely mounts. g f 5 79. 1backwarddurin'g the movementofgthe' engine. e. The boxes-12am insulatedfromjthe, engineframe. From the trolleyframe leads a wirepr electricalconductor 13 to the coils;ofqan electro -i magnet 14:. From the oppositeextremity of the magnet-coils a wire l5ileads to a'switch-fl contact 16.From another contact17 awire .1; 18 leads to a telephone 19.? From therue phone a wire 20 passes to abell'2l, from which A The spacebetweenthetwocontactsld and 17 of the switch may be bridged by acircuit-- vcloser28pivotally mounted on the cab-frame. l I

The magnet l l is attachedto the'boiler shel-l- T -29 or other suitablesupport." I A movablebar" 30=is, co nnected with the core ofthe magnetcoiland is normallyheldinthe positionshownj II I in-Fig. 6 of thedrawings by a'coil -spring 31', the" extremity of whichwis connectedwith a stationary part mounted' on the cab-frame.

30 is provided with an offset-30. The'reduced portion of the bar to theright of the offset (see Fig. 6) normally engages the stem 33 of a valve34, located within a chamber 35 and normally held against its seat 37 bya spring 36. The valve 34 normally closes a port 38, leading to achamber 39, through which the valve-stein 33 passes. The top of thechamber 39 is closed by a stuffing-box 40, through which the stem 33also passes. From the chamber 39 a pipe 41 leads to one extremity of acylinder 42, provided with a piston 43, whose stem 44 passes through thestuffingbox in the end of the cylinder and is connected with a lever 45,which controls the throttle-valve 46 of the engine. Normally or when thethrottle-valve is open the lever 45 and the piston 43 are in theposition shown in Fig. 6 of the drawings. The valve-chamber 34communicates by way of a pipe 47 with the train-brake pipe 48, throughwhich the air passes to the air-brake mechanism, (not shown,) composedof the triple valve, the auxiliary reservoir, and the brake-cylinder. Astop-cock 49, located in the pipe 47, is normally open, but may beclosed to out OK the air from the chamber 34 when desired.

The circuitcloser 28 is normally in the position shown in dotted lines,Fig. 6, whereby the magnet is energized by a current through the wire13. A separate wire 50 leads from the wire 13 to the wire 18 to completethe circuit through the telephone 19 and the bell 21 when the circuit isbroken at the switchthat is to say, when the circuit-closer 28 is in theposition shown in full lines in Fig. 6.

The lever 45 for controlling the throttlevalve is provided with asliding dog 45, whose lower extremity 45 engages the notches of thequadrant 45. The dog 45 is provided with a roller 45 adapted to engage arod 45, connected with the piston-stem 44. This rod 45 is provided withan oifset 45- and rests upon the pin 45*, attached to the lever, wherebythe rod is supported in operative position.

This rod is also provided with a stoppin 45", located some distance fromthe body of the lever when the throttle-valve is open. The cylinder 42is provided wit-h an escape-port 42, through which the air in thecylinder passes after the piston 43 has reached its forward limit ofmovement or its limit of movement toward the right, referring to Fig. 6.The size of the port 42 may be regulated to suit the purpose, accordingas it is desired to make an ordinary stop or an emergency stop when thebrakes are applied.

In describing the operation of theapparatus it must be understood thatthe engines or trains referred to are each equipped with apparatussubstantially identical with that already described. For convenience ofdescription I will assume that the two track-sections G and 6 are each amile and a half in length. When the two trolleys 9, one belonging toeach engine, are both on the same section 6 or 6*, as the case may be,the electric current will pass from the source of electricity 24 on thein the quadrant 45.

one engine by way of the wire 22, the b01121, the wire 20, the telephone19, the circuit-closer 28, the Wire 15, the electromagnet 14, the wire13 to the trolley 9 of the engine and thence to the conductor-section 6or 6, from which it passes to the trolley of the next engine and thenceto the electromagnet, telephone, bell, and finally to the source ofelectricity, and thence to the ground, completing the circuit. As soonas this occurs the signal-bell 21 will ring on each engine and eachtelephone will be put in the circuit ready for use. Moreover, as soon asthe magnet 14 is energized the bar 30 is shifted to the position shownin Fig. 7, forcing the valve-stem 33 downward by the engagement of theoffset 3O with the top of the stem sulliciently to open the valve 34,allowing the air to pass from the train-brake pipe 48 by way of thebranch pipe 47 into the chamber 35, through the port 38 into the chamber39, and thence by way of the pipe 41 to the cylinder 42, which it entersin the rear of the piston 43. This piston is immediately driven by theair-pressure forward or toward the right (see Fig. 6) to its limit ofmovement. The effect of thismovement of the piston is first to actuatethe rod 45 sufficiently to cause the offset 45- to pass under the roller45 whereby the dog 45 is raised out of its notch As soon as this occursthe pin 45 engages the lever proper and actuates it sufficiently toclose the throttle-valve. As soon as the piston has reached its limit offorward movement in the cylinder 42 the air in the cylinder escapesthrough the port 42, reducing the pressure in the train-brake pipesufficiently to apply the brakes to the train.

From the arrangement of the conductorsections (5 and 6 it is evidentthat the two trains cannot get nearer each other than onehalf the lengthof the section, or three-fourths of a mile, without closing the circuiton the two trains, with the result that the bells are rung, thetelephones placed in the circuit, the throttle-valves closed, and thebrakes applied to stop the trains.

After the danger is over and it is desired to release the brakes thecircuit in which the magnet is located is broken by shifting thecircuit-closer 28 to the position shown by full lines in Fig. 6. Thespring 31 will then return the bar 30 to its normal position, releasingthe valve 34, which will then be seated by the recoil of the spring 36,thus cutting off the escape of air from the train-pipe 48. Thethrottle-valve may then be opened by returning the lever 45 to theposition shown in Fig. 6. The circuit is still complete through thetelephone and signal-bell by way of the wire 50, allowing the engineersof the two trains to converse with each other as long as the engines areon the same block or their trolleys in contact with the sameconductorsection 6 or 6.

The electromagnet 14 (shown in the drawings) consists of a solenoidwhose movable core 14 is connected with the bar 30, as shown at 30*. Thecore of the solenoid is held by a spring farther toward the left thanits normal position when the magnet is energized. When an electriccurrent is passed through the coils of the magnetic solenoid, the coreis moved toward the right (see Fig. 6) sufficiently to accomplish thepurpose heretofore explained.

In Fig. 1 a difierent spring arrangement is illustrated from that shownin Figs. 6 and 7 and'already described. In Fig. 1 the spring, which Iwill designate 31 surrounds the bar 30 and one extremity of themagnet-core. One end of the spring bears against the'frame or spoolofthe magnet, while the other extremity engages a stop on the bar 30.The

tension of the spring 31 is such as to main tain the relativearrangement of parts heretofore explained.

Having thus described myinvention, what I claim is- I 1. The combinationwith air-brake mechanism, a throttle-valve on the engine, and ahand-lever for controlling said valve, the said lever being normallylocked when the throttle-valve is open, of a cylinder mounted on theengine, a piston located therein, a con nection between said piston'andthe hand-lever for unlocking the-lever and actuating the same to closethe throttle-valve when the pis- -to'n is actuated, an 'electromagnetmounted,

on the engine, a conduit connecting the trainbrake pipe with thecylinder, a normally closed valve located said conduit, a connectionbetween said'valve andthe magnet I whereby the valve is opened as themagnet is energized, allowing the air to pass to the cylinder andactuate the piston, whereby the lever is unlocked and operated to closethe throttlevalve, the cylinder being. provided with a port so locatedasto allow the air to escape after actuating the piston','whereby thenejcessary'reduc'tionis effected for setting the brakes.- 5

2. Thecombination with asource' of elec-.

may carried by the train, ofan electromagnet located on the en gineand'connected with said source, means located onthe'road-bed andconnected with the magnet forenergizing the same when trains haveapproached within a predetermined distance, a hand-leve r for closing'thethrottle-valve on the engine, said lever havingaremovable devicenormallylocking the lever in the adj ustedposition whenthethrottle-valve is open,;a' cylin' derlocatedon the engine, a'piston'inthe cyl+ inder, a rod connected with thekpiston, ar

ranged to engage/the hand-lever-llocking deav vice, and fashioned tounlock the saine when the piston'is actuated, a conduit leading froma'source of compressed air, to the cylinder, a

- normally closed valve locatedin said conduit,

' a connection between-the valve and the elec-' tromagnet whereby as thelatter is energized the valve is opened allowing the air to pass to thecylinder whereby the pistonis actuated and the hand-lever operated toclose the throttle-valve.

3. The combination with air-brake mechanism, of an electromagnet carriedby the train, and provided with a movable core surrounded by themagnet-coil, a normally closed valve connected-with the train-brake pipeand provided with a protruding stem, at part con-' nected with the coreof the magnet and provided with an offset arranged to engage thevalve-stem and depress the latter to open the valve when the magnet isenergized, a source of electricity carried by the train and withWlllGlllihG magnet is connected, and means.

located on the road-bed and connected with the electric source,-forclosing the circuit.

when the'trains have approached within a predetermined distance, wherebythe magnet is'en'ergized, the valve opened and the-air allowed toescape, causing the necessary reduction of pressure to applythe brakes;

4. The combination with an electric source,

carried by the train, and meanslocated on the road-bed and connectedwith said source for closing the circuit when two trains have;'ap-.

proached within predetermined. limits, and air-brake mechanism, of ahand-leverprdvided with a movable dog normally locking the lever whenthe'throttle-valve is open a cylinder, a piston located therein, a rodcon- ,nected with the piston and provided with an ffset arranged toraise and unlo k when the piston; is actuated, and'then actuate thelever to close the throttle-valve, a conduit too I leading from thetrain-brake pipe to the cyl- I inder,"a normally closed'valvelocated insaid conduit, and provided'witha protruding stem;v

an electromagnet provided-witha movable core, a rod connected with saidcore=and pro vided'with an ofiset'and a reduced portiom'a springnormally holding-thereduced portion of the rodin aposition' engaging thevalvestem, whereby the valve remains closed, the arrangement beingsuchthat when themag:

.net is energized,the rod is actuated tobring its ofiset incontact withthe stem whereby the y H latter is depressed and. the valve opened, al-

lowing the airto pass'to the cylinder andactuate the piston,'and unlockand operate the" hand-lever, the cylinder being' provided with a portallowing the air to escape after the piston has beenactuated', wherebythe necesp sary reduction of pressureis'effected to apply n the brakes.

in presenceof twowitnesses. z' 1 In testimony whereof I affixmysignatureWitnesses: DORA 0i 5 9 W LIAMLH; *SAUVAGE. L

: .MARY C. Lat/inf p A i

